Chevy's New Subcompact is a Bona-Fide Contender

Racetracks are fine locations for automakers to introduce new models to the press. Porsche invited journalists to drive the current 911 GT3 at the Autodromo at Adria, for example. Ferrari brought its 599 GTO to Italy's Mugello circuit. And now Chevrolet has brought the 2012 Sonic Turbo, a subcompact five-door hatch, to Lucas Oil Raceway, a drag strip in a sleepy corner of Indianapolis, Indiana, mere miles from the iconic Indianapolis Motor Speedway.

Okay, the "track" we're using is actually a temporary autocross course, the boundaries of which are defined by the winding access roads serving the nearby drag strip, and a smattering of orange pylons. Still, Chevy makes a bold statement by presenting its Aveo replacement -- a car destined to spend the majority of its miles getting 20-somethings to and from offices, homes, grocery stores, and concert venues -- here on a closed track. Getting straight to the point, Chevy rounds us up in front of the cars sitting on the damp asphalt circuit and tells us that the Sonic was designed to be the most fun-to-drive 40-mpg vehicle sold in the U.S. The collective ears of our assembled group perk up.We're listening.

The Sonic is the first vehicle to be born from General Motor's all-new global small vehicle architecture, a front-wheel-drive platform that will underpin GM subcompacts on nearly every continent over the next several years. The Sonic's primary market is the U.S., and in fact, it's the only vehicle in its segment to be built in the States (right in good 'ol Orion Township, Michigan). Two bodystyles will be available: a four-door sedan and the five-door hatchback version we're spending most of our time with. Both are fun, and even aggressive-looking, with chiseled front ends and a rising waistline crease that runs from the front fender all the way back to the tail. Hatchback versions feature a rear door handle that's hidden in the blacked-out C-pillar, a la Nissan Juke.

Overall, the styling remains remarkably similar to the Aveo RS concept car first shown at the Detroit auto show in early 2010. It's a solid effort to connect with younger buyers and the antithesis of the drab Aveo that looked as if it was styled in a back office at Hertz. And get this: All Aveo models, even the most entry-level version, are given alloy wheels as standard. To put it another way, you cannot buy a Sonic with steelies, even if you wanted to.

"No one else in the segment has them," says Sonic lead development engineer John Buttermore of the wheels. "And I had to fight like hell to get them."

Inside the Sonic, the dynamic styling traits continue. The main instrument cluster is small -- similar in size and design to that of a sport bike. Indeed, designers took cues from the motorcycle world in the cluster's design with a large, round, red-needled tachometer dominating the layout, with an adjoining digital display for other vitals, including speed and engine temp. The center stack is heavily stylized, and somewhat futuristic-looking. Hard, cheap-looking plastic abounds, but let's face it, this is an inexpensive entry-level car. We fully expect plenty of cosmetic cost-cutting on a vehicle starting in the mid-teens. It should be noted that as these were pre-production vehicles, interior appointments are subject to change slightly, but the recent near-production model we saw looked about ready to go.

Ergonomics are good, with a nice-feeling steering wheel, comfortable driving position, and superb visibility. Rear seat room was very good for this 6-foot-tall scribe, with ample headroom and satisfactory legroom in both sedan and coupe. Controls are easy to operate and identify for the most part, and center console storage is reasonable for a car of this size. The cargo area in both variants also looked deep and uniform in shape, lacking much of the irregularity that often makes stowing larger, non-conformable objects difficult. Chevy says the sedan boasts 14.0 cubic feet of cargo space.

Two powertrain options are available in the Sonic and both are based on the twin options offered on the larger Cruze sedan. The base engine is a 1.8-liter, 16-valve I-4 that produces 138 hp and 125 lb-ft of torque and is paired to either a five-speed manual or six-speed automatic. The higher-spec offering that we spent our time with borrows the Cruze's 1.4-liter turbocharged four-banger, which puts out 138 hp and 148 lb-ft of torque. Tuned for increased drivability and torque, rather than all-out power, the single-scroll turbo mill produces a relatively flat torque curve that reaches its max around 2500 rpm and starts falling off after 4000 rpm. The versions we drive are equipped with six-speed manual transmissions, but for those who would have two pedals over three, the same six-speed automatic in the base model is available with the turbo engine as well. In the age of the dying manual transmission, we appreciate that a row-your-own option is available even in the high spec version (each also feature hill-hold assist). What's more, the 40 mpg highway fuel economy figure will be true for both manual and auto versions. Kudos, Chevy.

But GM wants the Sonic to be more than fun and youthful. Many aspects of the car were designed to be seriously grown-up. NVH values were a major concern with the Sonic engineering team. Recognizing that increasing fuel prices and a new interest in smaller cars is driving buyers of larger vehicles into the subcompact market, developers worked to give the Sonic big-car comfort in a small-car package. Wind noise, often an issue in inexpensive cars, is at on par with A-level (read: premium) vehicles, says Chevy. Acoustic baffles in the A-, B- and C-pillars help keep this to a minimum, while liquid-applied sound deadening on the floors dampens road noise. The structure of the Sonic is 60 percent high-strength steel to provide stiffness that not only aids driving dynamics, but also the comfort and solidarity of the ride. According to Chevy, the small Sonic is also safe. The engine cradle has been specially designed to absorb frontal impact and 10 airbags are fitted as standard equipment.

After an engineering walkaround (MacPherson struts and disc brakes up front, torsion-beam axle and drums out back), we get our first taste of the manual-equipped Sonic Turbo hatch. To play fair, Chevy has even brought two of what it says are the Sonic's chief competitors -- Honda's Fit Sport and Ford's Fiesta SES (the only automatic in the group and the only vehicle not capable of having its stability control deactivated). Each are variants that Chevy claims best compete against the three Sonic Turbos (two pre-production, one early production) that it has stationed at the course's start/finish line. Oh, and there's full timing gear, too. To each Sonic's snout has been taped a transponder that will monitor lap times, crushing the egos of those who abandoned their aspirations as would-be F1 pilots, turning instead to the noble, yet lowly, world of automotive journalism.

It's tough to get full driving impressions from a slightly damp, twisty temporary course, but some key traits are revealed in our brief time with the car. First, the Sonic's electric power steering is really quick (just under three turns lock-to-lock, 14:1 ratio) and rather accurate, but as in the Cruze, it is light and lacking in feel. Both stability and traction control are standard equipment on the Sonic, and as expected, while engaged the two conspire to kill any hooligan-style fun.

Press and hold the disabling button on the center console, and the story changes. Entering the higher-speed sweeping hairpin at the far end of the course, front-end grip feels strong and the car's willingness to turn-in, coupled with easily controllable trailing-throttle oversteeer, allows the car to enter a lovely drift mid-turn, straightening out just in time for a quick left-right sequence of turns. Tighter bends exhibit fundamental understeer typical of a front-wheel-drive setup with a bit of body roll. The Sonic's brakes seemed adequate, but the pedal felt progressively softer as the hard-driven laps piled up, even with brief cool-down periods between sessions.

While the Fit's engine was certainly more rev-happy and the Fiesta felt a little better planted in the turns, averaged lap times from the day indicated that the Sonic was incrementally quicker around the temporary track. This should, of course, be taken with a grain of salt until we're able to independently test all three cars ourselves. In truth, all three subcompacts felt very well-behaved and very, very close in performance. The Sonic's turbo engine and impressive driving dynamics certainly kept it in contention against its more established rivals.

The Sonic goes on sale later this fall, where GM expects the sedan to slightly outsell the hatchback with around a 60/40 percent spilt. Should the hatch prove more popular, a trend that GM says isn't out of the realm of possibility, production is flexible to produce more of the five-door version if necessary. Whatever the split, we expect the Sonic as a whole to provide its fair share of competition on the sales boards against Ford, Honda, Hyundai, and Nissan.While we haven't been overwhelmed with the 1.4-liter turbo's power in the 3300-pound Cruze, the mill seems much better suited to the smaller, lighter Sonic. While a hint of turbo lag still exists, the engine's 148 lb-ft of down-low torque makes itself known coming out of tight bends in second gear. Still, the drop-off in power around 4k rpm is noticeable, and while the engine is fairly content to let you wind it out all the way to its 6500 rpm redline, there's little point in doing so beyond the sake of making noise.

Having driven 3 generations of Honda Accords between El Central and El Cajon CA on Interstate 8, the engine always uses speeds between 4000 and 5500 rpm to keep road speeds near or above the speed limit while ascending Interstate grades from sea level to near 5000 feet elevations with head and cross winds. You said that the 2012 Chevy Sonic's turbo engine torque noticibly dropped when above 4000 rpm. I hope the increasing torque range is changed to extended to 5500 rpm for usability in mountain driving conditions.

Been following this car for awhile and can say im really pissed. this car should have been the BENCHMARK for all other B-segment cars but its far from that, first it wehights 2800lbs (really), then GM wants to give you 138hp WTF GM,and no rear disk break's (big fukin mistake) and Gm wants people to step out of their cuv's/suv's/c-segment car for this HALF-ASS job.I fell that if your buying a b-segment turbo its not for gas mileage its for light weight and fun not frugleness thats why you have the 1.8.Until GM goes above and beyond and delivers a fun small car I will not be buying this HALF-ASS Attempt!

Sedan looks a lot better than the 5 door. Chevy sure did some work on this car and it shows. 15K sounds about right for it but it's still too small. Would like more gauges as that setup is just funny looking.

Should have been released when the Aveo was. The cobalt should have been released when the last generation Cavalier was. Sadly this is the chevy story. Instead of hitting one out of the ballpark the shoot to meet the current market. As their CEO says "they wont blow the doors off the competition". Lets shoot for mediocrity. Come on GM, I WANT to be proud of you.

The curb weight is pretty shocking for a subcompact. I don't think the mileage will be competitive with the Fit or Mazda 2 when the Sonic weighs more than a 2012 Civic EX sedan and the same drivetrain is such a gas guzzler in the porcine Cruze.

@logan814: Yes, I'm sure it will be safe for a small car...it's just that all the cars today look uninspiring and small to me. Do you realize the biggest Ford now is a Taurus, and it's smaller inside and out than Ford's old mid-sized Torino? I have to tell you, though, I drove my mother, sister, and wife in an Aveo through the country in PA in 2006. It was a fair ride but it really strained the engine. Maybe this one will be better.

First of all, this is a giant step up from that horrible Aveo. It looks great, has the highest HP in the segment (whichever engine), with solid FE and price.Now, upon closer examination...drum brakes? Torsion-beam rear suspension? I don't follow the subcompacts close enough...do the Fiesta, Mazda 2, and Fit make do with these low tech "features"?In any case, if I wanted a cheap runabout, this would be a consideration. The Fiesta gets only 120HP, and the Fit and 2 are even less powerful. The new Rio and Accent I think also have 138HP. I would probably get the base 1.8, for the same power, better price, no turbo to worry about, and I'll bet its a better revver too!

I think the fact this uses the same power plants as the Cruze exposes how underpowered the fat-a$$ Cruze is ! Time for a 2.4 DI, Chevrolet are you listening, or are you designing another 5000 lb. convertible truck to replace the Camaro (after all, we all know how well that went!!) ?? BTW, the name should be Turbo Sonic (sounds more futuristic)!!

Well, here is another ugly 5-door. The only decent looking 5-doors are the Mazda 3 and the Fiesta/Focus. The Avio was ugly and I thought the Sonic would be an improvement- wrong! It definatly is not a Super Sonic.

lmao the prius driver thinks this car looks "Tragic" hahahaha thanks for the laugh! You driver the ugliest, most boring appliance on the road and have the balls to say anyone who drives one of the most sporty offerings in the segment a idiot? You claim to be a enthusiast but you luvyourprius lol. funny thing is this car is better in almost every way to a your prius and will get almost as good of gas mileage and cost 10k less who is the idiot? At least this car has sporty intentions yet still offer great gas mileage unlike your Prius that is only good at ONE thing good gas mileage.

@ Dave_1972:It's not completely GM's fault. In order to be class competitive they had to stuff a lot of standard equipment into this car.Example: 10 Airbags stock. Those things weigh a lot but, it's one perk that your light Mazda2 doesn't offer.

So GM presents a subcompact Sonic that weighs more than a compact Civic EX. When is GM going to get serious about mass reduction? Imagine the handling and economy of a Sonic if it were as light as a Mazda 2.

I like the exterior OK, and the interior is even better.In contrast to ram150005, I actually think the center stack in one of the simplest designs to appear recently.I'm a big fan of the rotary HVAC controls, and the radio looks relatively simple yet seems to cover most of the funtionality bases.Overall, I'm quite impressed, especially because it comes with a manual if you want it.I do agree that the turbo engine is a bit underwhelming. Sad to see it lose steam @ 4000 RPM, but that's probably a fine thing for a daily driver. Still, seems like the standard engine might be more fun if it sounds good at the high RPMs (even though it would likely be slower).Good job overall GM. Interested to see how it compares to a Fit when the two are really compared in detail.-T

I think it looks pretty good.I may be the only one who prefers the sedan but for some reason I like it more. I don't understand M.T they are the only mag who has not praised the driving dynamics and power. You estimate the car will do 0-60 in 8-9 secs? I have a feeling this little bugger will crack into the high 7's! Please offer a stage kit to boost the power to 175-190ish and you will have a fun cheap sporty offering! Even with 138h.p it has EVERYTHING in it's class beat save the upcoming Accent but the Sonic will have much more TQ. This segment is heating up and should be interesting to watch.

British_Boy_007: I disagree respectfully kind sir. I think the front lights and the rear lights look great on this car. It helps keep the Sonic from looking like a plain Aveo from before. I like how Chevy is trying an agressive styling on this car. I like it.

I thought they were only going to have a manual with the 1.4 turbo. This makes it sound like there will be an automatic offered too. For sales reasons, thank god! This looks like a great little car, can't wait to see it in person!

It's a "bonafide" contender now like nearly most domestic offerings, but when comparison time comes around, they'll complain about any little thing and it will be in last place or second to last. This always seems to happen.

HAHA @ IBx1. Could you imagine a 280HP engine in this car?!?! I mean I would be all over in a second, but that much power in such a little car....? All I can do is giggle thinking about it.Now I need a smoke. And I don't even smoke.The instrument panel IS the selling point of this car. GM - keep up the good work!

i think they hit a double to the gap, which is a hell of a lot better than the aveo which was a dribbler to the second baseman and an easy out.their on base, finally... now marketing must take over to sway the brainwashed people that buy these cars.

In agreement with ILmHmtU. Conflicting design cues on an otherwise stylish car. But all in all GM seems to have made a solid re-entry into this segment. Also agree with Tibbz concerning the horsepower, but hey what can you do.

Very nice. It's great to see American products become class comeptitive and even class leading for a change.I'm just looking at the weight and goodness it is a portly little guy. Weighs more than a couple of the compacts on the market.(Civic, Elantra, Corolla).The Cruze needs the DI version of this engine.

The Sonic looks much much better than the Aveo. The sedan looks fairly consistant, but the hatch is a tad confusing. The front says angry, and the back is much more cutesy.I hope the performance is as good as it seems. This could be an amazing car for the GM brand. All GM sedans should be doing as well as the Malibu.As for power, anything more than 200 hp would break this little car. Then again, it DOES weigh 2800 lbs...

What is it with auto manufacturers that think we need the dash to look like a freaking fighter jet. KISS theory GM. Keep it simple and make it affordable. $12,500 tops. Time to reign in on the price gouging.

In the main article shot, the hidden rear door handles really make it look like a 3-door, thanks to those incredibly tight panel gaps on the doors! I'm really impressed with this car and how surprisingly roomy the hatch is. Sat in one at the NY Auto Show this past April and there's plenty of space in the front and back; right on par with a Fit.Looks really handsome for the size and proportions it's constrained to. Good job Chevy, now put the 2.0T 280hp engine in and you have an SS.